Interlocking system for railroads



. 9,' 1941. s. N. wlGH'r INTERLOCKING SYSTEM FOR RAILROADS Filed March 20', 1956 14 Sheets-Sheet 1 ATTORNEY 9, 1941. s. N. wlGHr INTERLOCKING SYSTEM FOR RAILROADS 14 Sheets-Sheet 2 Filed March 20, 1936v M. ATTORNEY 9, 1941. s. N. WIGHT INTERLOCKING SYSTEM FOR RAILROADS Filed March 2o, 195s 14 sheets-sheet s msom ..13

NLG-W nluld Vvv Smal RN A+ www Jkt@ ...-22 :o Vgl@ nHudoU 9, 1941. s. N. wlGH-r 2,265,257

INTERLOCKING SYSTEM FOR RAILROADS Filed March 2o, 193e 14 sheets-sheet 4 @.Jzf ENR n www., .02.50. grown- Hum d NNN MMS" sa."

INVENToR W6ToRN'EY *the mm om mmm.

mmm.

n.mzn.

9 1941 s. N. wml-rr INTERLOCKING' SYSTEM FOR RAILROADS Flileduarch 2o, 195e 14 sheets-sheet 5 vINVENTOR 5 n w Y 7M M, l ATTORNEY 69 3-0m W. @L Sag A MT y W@ ...TVF LH 88m. lslv l am u han-: mmom. E i N om.. N .omm omovlovo .U.m :O .u-

Dec. 9, 1941. s. N. wlGH-r INTERLOCKING SYSTE FOR RALROADS` F-iled March 20, 1956 14 Sheets-Sheet 6 Dec. 9, 1941. s. N. wlGH-r INTERLOCKING SYSTEM FOR RAILROADS Filed March 20, 1936 14 Sheets-Sheet 7 @WWA A x05 Tv D- 9, l94ls. N. wlGl-rr 2,265,257

INTERLOCKING SYSTEM FOR RAILHOADS Filed 'March 20, 1936 14 Sheets-Sheet 8 Flei.

INVENTOR of y ,.M/

n Y ATTORNEY S. N. WIGHT' INTERLOGKINQ SYSTEM FOR RAILRoAns Dec. 9, 1941,

Filed March 2o, 1936 14 Sheets-Sheet 9 Dee; 9, 1941-. s. n. wlGH-r I2,265,251

INTERLQGKING SYSTEM *FOR RAILROADS Dug. 9, 1941.

' s. N. wlGl-rr.f msnwcxme sYs'TEM Fon RAILnoAns Filed March 2o, 193s I4 Sheets-Sheet 11 mw l www@ ATTORNEY Det. 9, 1941. s, NQwlGl-rr 2,265,257

INTERLOCKING SYSTEM FOR RAILROADS Filed March 20, 1936 14 Sheets-Sheet 12 s s s m S n gn in d' a S 0 m N l N. n gn O t S s a m ov f* m v n 9, 1941. s, N. wlGH-r INTERLOCKING SYSTEM FOR RAILRQADS Filed Maron 20,1936 14 sheets-sheet 15 T 1, om@ mom EN* WV Tv De 9, 1941. s. N. wlGHT 2,265,257

INTERLOCKING SYSTEM FOR RAILROADS Filed March 2o, .195e l 14 sheets-sheet 14 a o 5OWXB1 sowe 5015515l f L my ATTORNEY Patented Dec. 9, 1941 INTERLOCKING SYSTEMv FOR RAILROADS Sedgwick N. Wight, Rochester, N. Y., assignor to General Railway Signal Company, Rochester,

Application March 20, 1936, Serial No. 69,905

61 Claims. (Cl. 246-134) This invention relates to interlocking systems for railroads, and more particularly pertains to such an interlocking system in which a miniature track layout in a control office has located thereon the controlling buttons or levers for setting up the desired routes through the actual v track layout, and in which the electric circuit connections between such buttons or levers and their respective traffic controlling devices accomplish all of the interlocking between the various traffic controlling devices employed for the establishment of routes through the track layout.

The present invention relates to improvements in such a system over the interlocking system disclosed in my prior Patent No. 2,121,846 dated June 28, 1938; and no claim is made herein to any subject matter disclosed in that prior patent.

The organization of the system embodying the present invention contemplates a miniature track layout located in the control office which corresponds to the actual track layout in the eld. On this miniature track layout are located route initiating buttons or levers at those points on the miniature track layout which corresponds to the signal locations on the actual track layout route buttons or levers are suitable route completion buttons or levers which are located at those points on the miniature track layout which correspond to the exit or leaving ends of such routes. In order ,to establish the movement of tramo in a particular direction over a particular trackway route, the operator actuates the route initiating button at the entrance to the desired route and then actuates the completion button [i at the exit end of such route.

This operation of an initiating button and a completion button on the miniature track diagram, provides that all of the switches in such route are automatically operated to the proper positions after which the signal forthat route clears to allow the passage of traiiic over the route if traffic conditions are` safe for such passage.

In accordance with the present invention, the

Such an arrangement renders a cleared route@v wholly dependent upon the restoration of only the initiating route button as far as manual control is concerned. From this brief consideration of the operating characteristics of the present invention, it will be readily appreciated that this f 25 in the eid. Associated with these initiating type of system may be aptly termed entrance-exit route interlocking, which may be further abbreviated as NX interlocking. For this reason, the initiating buttons are termed entrance buttons, while the 'completion buttons are termed exit buttons. v

The system of the present invention not only provides for the automatic operation of the switches included within a route upon the operation of entrance-exit buttons (or initiating and completing route buttons) ,but also provides that certain switches which are included in related conflicting routes, may be automatically operated to positions out of conflict with such established route in order to provide what has been termed derail protection. Such protection of course does not derail a train which runs by a stop signal, but merely routes it over a trackway that does not conict with the established route.

In many interlocking plants the track layout provides several optional routes between any par- 4ticular two entrance-exit points in the track layout. The present invention providesthat, if an entrance button and an eXit button are actuated for vsuch entrance-exit points on the track layout, a particular one of such optional routes will be automatically set up; but, if such preferred optional route is already locked due to the establishment of some other route or due to traffic conditions, then the system of the present invention automatically sets up another of the optional routes. This automatic routing around over the optional routes is also supplemented by manual control so that the operator may determine that an inferior route be employed irrespective of whether the superior route is in condition for use or not.

Another feature of the present invention provides that any particular section of trackway may be divided into several route elements for one direction of trailic, but employed as a single route element` for the opposite direction of traic.

The means employed in the embodiment of the present invention to accomplish the setting up of the routes following the actuaticnof the initiatingand completion route buttons is provided in thefform of electric, circuits selected by suitable contacts -on the route buttons and on route relays of conicting routes, which route relays are energized in accordance with the energization of such electric circuits.

These route relays, thus selectively energized, are employed to set up individual controls for the track switches and for the signals governing traffic. These individual controls for the traic controlling devices in the actual track layout are interlocked by circuits preferably located adjacent to the track layout in a manner to provide the greatest degree of safety in accordance with the conditions of practice.

Other objects, purposes and characteristic features of the'present invention will be in part obvious from the accompanying drawings, and in part pointed out, as the description of the invention progresses.

In describing the invention in detail, reference will be made to the accompanying drawings, in which like reference characters designate lthe same parts throughout the several v-iews; in which like letters in the reference characters designate similar functions or relationships with the distinctiveness between such reference characters provided by the use of distinctive preceding numerals; in which like preceding numerals in the reference characters, when applied to different letters, represent'v the inclusion of such device'within a particular group; and'inwhich:

Fig.' 1 shows the track layout in the field to which the embodiment of the present invention is applied and includes within such gure the switches, switch machines, signals and track' relays. which are associated with the trackway;

Fig. 2 illustrates the miniature track diagram in thecentraIoiCe as employed in connection with the track layout illustrated in Fig. 1;

Figs. 3A, 3B and 3C, when arranged as indicated in Fig. 13, illustratethe route circuits in the central. oice associated with the entrance andexit route buttons disclosed in Fig. 2;

Figs. L1A and 4B', whenconsidered together as laterdescribed, disclose how switch operation is governed by the routerelays and by the einergency switchl levers (Fig. 4B4 is included von the same sheet withFig. 3C);

Fig. 5 illustrates the control and indicationof a typical. switch and signal from a central oflice, which typical control and indication isl considered to be associated with each of the Vtrack switches and signals of Fig. 1, butY has been shown for'only a. single switch forV the sake of simplicityV in the disclosure;V

Fig. 6 discloses the signal control circuit selections on the route relays of Figs. 3A, 3 B and 3C. and the switch position repeating' relays', one ofV which has been. shown in Fig. 5; f Figs. 7A and 7B, when placed end to end as shown in Fig. 13, disclose theY interlock for the signals asY selected through the switch position relays and the lock relays, which. have been shown in Figs. 8A and 8B; y e

Figs. 8A and 8B, when arranged as indicated in Fig. 13, disclose typical circuits forY the lock relays, one of which has been shown associated with its switch in Fig. 5;

Fig.A 9 discloses a typical call-on signal control as' associated with the entrance-exit buttons for a double intermediate signal location;

' and 'completing' route buttons which rnay be used in place ofthe form shown in Fig. 2i;

Fig. 12 illustratesv the manner inwhich a callon signal control may be associated with a single signal as well as witha double intermediate signal? as disclosed? in- Fig. 9;

Fig- -13 `(in'cluded on the same' sheet with Fig.

1)- disclose's' the arrangement of'v the drawings 75 which will give the most comprehensive view of the organization of the system as distributed between a control office and the field location; and

Fig. 14 is a fragmentary portion of Fig. 3A modified in accordance with the present invention to obtain positive selection of the optional routes.

Instead of showing a complete circuit arrangement by placing a large number of sheets side by side, a simplied method of discloure has been employed wherein all of the control circuits for any one relay are shown in a continuous relationship; while all of the circuits which that relay may control are distributed between the lseveral sheets of drawings upon which that relay is shown in block form.

For the purpose of further simplifying the illustration and facilitating in the explanation thereof, the conventional parts and circuits constituting the embodiment of the invention have been shown diagrammatically and certain conventional illustra-tions have been employed, the drawings having been made more with the idea of making clear the purpose and principles of the present invention together with its mode of operation than with the idea of illustrating the specific construction and arrangement of partsA that would probably be employed in practice.

The various relays and their contacts are illustrated in a conventional manner and symbols are employed toindicate connections to the terminals of batteries or other suitable sources of electric'currentv supply instead of showing all oi" thewiring connections to such terminals.

The symbols (+r) and are employed to indicate the positivey and negative terminals respectively of' suitable batteries or other sources of." electric energy; and those terminals with which these symbolsv are used are presumed to havel current flowing from the positive terminal designated to the negative terminal design'ated.(--). The symbols'(B-|) and (B-) indicateconnections to the opposite terminals of suitable batteries or other sources of energy which have central orf intermediate taps designated ("CN) and the circuits with which these symbols are used, may have current flowing in one direction or theother depending upon the particularfterminal usedin combination with the inter- `mediate tap designated (CN).

For convenience in the illustration, certain of those terminals which are designated (CN) are considered to be connected together in place of showing a common wire connection as would be tive polariti'es of the respective terminals.

Where groups of devices are referred to in a general'way, such devices will' be designated by the lettersfor preceding numerals characteristic of such'group instead of citing each specific reference character of' that group.

APPARa'rUs IN GENERAL Trackv layout-Fig. 1

In the accompanying drawings, the invention has been shown applied to a track layout including a stretch of double track having two crossovers and four turn-out tracks. It should be understood that the invention is not limited, as thus shown, to the control of the switches and signals of this chosen track layout, but may be extended for any desired number of switches and signals and may be readily applied 'to all types of track layouts commonly found in interlocking plants.

The stretch of double track includes a main line extending from B to F, and another main line extending from C to G. These two main lines are connected by two cross-overs designated as having track switches ITSa-ITSU and 3TSa3TSb. Inasmuch as the opposite ends of a cross-over are usually operated at the same time, the switches ITSa and lTSb will be referred to as cross-over switch ITS; and similarly the switches 3TSa and STS?) will be referred to as cross-over switch 3TS. A turnout track is shown as extending from the point A to the main line track B-F connected thereto by a track switch 2TS. Similarly, a turnout track extending from E is connected to this main line track B--F by track switch STS. Both of these turnout tracks are illustrated as providing for west-bound facing point train movements.

A turnout track extends from the point D to the main track C-G connected thereto by a track switch lfI'IS; and similarly, a turnout track extends from H to this main train C-G connected thereto by a track switch GTS. These two turnout tracks provide for east-bound facing point train movements. Y

The track switches ITS, ZTS, 3TS, 4TS, STS and GTS are respectively operated by power switch machines ISM, ZSM, SSM, 45M, SSM and 6SM, which switch machines may be of any suitable type, such, for example, as disclosed in the patent to W. K. Howe, Patent No. 1,466,903, dated September 4, 1923.

The track switches of a cross-over are controlled together, as indicated by the dotted lines in Fig. 1, that is, the track switches ITSa and ITSb are illustrated as operated by the switch machine ISM; while the track switches 3TSa and 3TSb are illustrated as operated by the switch machine BSM. However, separate switch machines may be employed for each switch, if desired, with both switch machines jointly controlled from the same switch control relay WZ, mentioned later.

Signals I0, 20, 30, 6B, lll, 80, S0 and IBI are respectively provided to govern traino from the points designated A, B, C, D, E, F, G and H. In addition to such signals, a signal 40 is provided for governing west-bound traiiic intermediate of the signals II) and 2D with respect to the signal 8B. Likewise, signals 56W and 59E are provided to govern traic in west and east bound directions, respectively, intermediate of the signals I0, 20 and 30 with respect to the signals Si! and IEJI. The signal DEC is a call-on signal, which is a signal that can be cleared even though the section in advance is occupied, but with the signiiicance that a train accepting such a signal must be prepared to stop on sight of obstruction. Other such signals may be provided if desired.

These signals for governing traffic through the track layout, are assumed to be light signals giving the usual indications of green for clear and red for danger or stop, and if an added indication is desired, yellow for caution. However,

these signals maybe of the search light type, semaphore type, or any other type of signal instead of the type chosen for the embodiment of the present invention.

The track layout illustrated in Fig. 1 has been shown as divided into track circuit sections by insulated joints indicated in the usual manner. These track sections are provided with track batteries and track relays of which the track relays 2T, 3T, 4T, 5T, 8T and 9T are illustrated. These normally energized track circuits are wired in the usual manner to provide for fouling sections and to provide for the isolation of such circuits in the case of cross-overs and the track switches, such `details of wiring having been omitted for the sake of simplicity in the disclosure. These track circuits could, of course, be subdivided or lengthened as desired, and arranged in accordance with any of the usual practices.

Field apparatus The track layout chosen as having the embodiment of the present invention applied thereto, has certain eld apparatus associated therewith which is preferably located along the trackway, which eld apparatus is connected to the central oflice by suitable line wires as a means of communication therewith. Each track switch of the track layout has certain devices associated therewith which are typical of every track switch, so that more particular consideration has been given to the track switch GTS, the location of which can be readily ascertained from Fig. l, with regard to the control thereof from the central office, as well as the indication of its position in the central ofce for the selection of ce1'- tain signal circuits and for keeping the operator properly informed, 'instead of showing such typical individual control and indication for each track switch. This typical control and indication of switch GTS is shown in Fig. 5.

With reference to Fig. 5, the track switch GTS is shown as having associated therewith a switch position repeating relay SWP. This relay is of the polar neutral type and is energized with one polarity or the other in accordance with the normal and reverse locked positions of the track switch 6TS and switch machine 6SM, and is deenergized whenever the track switch TS is unlocked or isin operation. The polarized circuit for controlling such a switch position repeating relay (as relay SWP) is energized with one polarity or the other through the contacts of a suitable point detector contact mechanism such as shown for example in the patent to C. S. Bushnell, No. 1,517,236, dated November 25, 1924.

A switch control relay SWZ is provided for the switch machine 6SM and is controlled from the central oflice, as will be hereinafter described.

Associated therewith are normal and reverse correspondence relays BNCR and GRCR of the usual neutral type. With the track switch BTS in a normal position in correspondence with the normal position of Ythe switch control relay SWZ, the relay GNCR is energized by a circuit closed from through a circuit including front contact 20| of relay SWZ, polar contact 253 of relay GWZ, in a right-hand position, windings of relay GNCR, polar contact 2&4 of relay BWP in a righthand position, front contact 235 of relay BWP, to When the track switch GTS is in a reverse position in correspondence with the relay SWZ in a reverse position, then the relay GRCR is energized, as will beapparent from the drawings. A relay WP, its related NCR and RCR relays, and a WZ relay are associated with each of the track switches and each of the cross-overs in the track layout. A

AssociatedV with each track switch and each cross-over is a lock relay L shown as relay 6L in Fig. 5. Each of the lock relays is controlled in accordance With the traffic conditions and the condition of the signals, as will be described later in connection with the lock Vcircuits shown in Figs. 8A and 8B for the lock relays L for the Various track switches TS in Fig. 1. These lock circuits employ directional route locking relays ES and WS of the neutral relay type for purposes hereinafter pointed out in detail.

It is to be understood that the lock relay association with the control of the track switches, as illustrated in Fig. 5 With respect to track switch BTS, may be modified in accordance with the principles shown in my prior application Ser. No. 689,109 filed September 12, 1933. It is also to be understood that approach locking and time release means may be used in connection with these lock relay circuits in accordance with the usual practices, such as shown for example in the prior patent of Larry and Langdon Patent No. 2,125,242 dated July 26, 1938.

Each of the signals in the field is controlled by a relay G, which has been shown in Fig. 5 as relay IMG for the signal IDI. Each relay G is controlled by a relay GZ which in turn is manually controllable from the central oiiice, and also by relay RR which is controlled in accordance with the interlock With the other signals of the interlocking plant. It is to be understood that the relays GZ' may be of either a neutral type or a polar-neutral type as required. In the illustration of Figs. 7A and 7B, all of' the relays GZ are shown as neutral relays except relay EEEGZ (Figs. '7B and 9) which is shown as a polar-neutral relay for the purpose of. furnishing a call-on signal control explainedV in connection with Fig. 9.

yIn Fig. 5, the relay IOIGZ is illustrated as being controlled over a line circuit extending from the central office andas being associated with a relay IGIRR which is interlocked with the other GZ and RR relays as shown in detail in Figs. 7A and 7B. The relay I0 IG is normally deenergized thereby closing back contact 2II and causing the red or stop indicator of signal I9! to. be illuminated, but when the relays I IGZ. and IilIRR are both energized, subject to conditions hereinafter described, the relay I0 IG is energized by afcircuit closed from through a circuit including front contact 2I8 of relay IUIGZ, front contact 2I9 of relay IIJIRR, windings of relay IIlIG, to This energizes` the relay IGIG closing its front contact 2II to thereby energize the green or proceed indicator oi the signal IDI.

Fig. 5 shows in detail the control circuit for thev relay IUIGZ extending from the control ofce, but it is to be considered that each of the GZ relays shown in Figs. '7A and 7B have their corresponding control wires connected to similarly designated control wires shown at the right of Fig. 6 so that the control circuits for all of the GZ relays are actually shown, although the sheets including Figs. 6, 7A and 7B have not been arranged to be laid side by side for the sake of simplifyingV the circuits in Figs. '7A and 7B.

All of the signal control relays GZ are interlocked in the field by selectingA circuits as shown in Figs. '7A and 7B, whichY selecting circuits are taken through contacts on the lock relays L and the normal `and reverse correspondence relays NCR and RCR for the various switches and crossovers in the track layout dependent upon such particular track layout. In these selecting circuits are included series neutral relays RR which manifest when their respective selecting circuits are energized. In certain cases, depending upon the track layout, it is necessary to provide repeater relays and separate certain of the selecting circuits to avoid diiiiculty in undesirable cross connections and such relays are designated by the letter reference characters XRR. In the case of a double intermediate signal the relays GZ and RR are distinguished as associated with the signals for the opposite directions by the letters E and W.

Oicc apparatus-The central oice is provided with a control machine having a control panel (see Fig. 2) on which is located the control levers (or buttons), indicators and a miniature track diagram representative of the actual track layout in the field.

A movable miniature track switch point is preferably located on the track diagram to represent each of the track switches of the track layout in the field, such as miniature switch points Its, 2ts, Sts, lits, Ets and Bts represent the corresponding switches shown in Fig. l. These miniature track switch points are electro-magnetically operated and may indicate the actual positions of their corresponding switches vin a manner disclosed in my pending application Ser. No. 431,748, filed February 27, 1930, but in accordance with the preferred form of the present invention, these miniature track 'switch' points are shown as controlled in accordance with the route control set up by the operator onthe control panel, and suitably set 'flush with the surface of the panel. One end of the single switch miniature points is circular, while the center of the cross-over miniature points is circular, so that the points may be operated by their magnetic operating means to normal and reverse positions. 'Ihe trackway connecting the miniature switch points is a grooved recess extending along the panel and made distinctive by retaining a suitably colored strip, such as white Celluloid, so as to be distinctive against a black panel of Bakelite or the like.

In back of' the movable switch points ts and beneath the Celluloid strip are suitable switch lock indicating lamps designated by the letter reference characters LK with suitable preceding numerals correspon-ding to the track switches with which they are associated. These lock inv dicators are illuminated under certain conditions more specically described hereinafter, but when illuminated with the miniature track switch point in a particular position not only gives the indication signicance assigned to its illumination, but also clearly brings out the position of the miniature track switch point and the route which the corresponding track switch sets up (see Fig. 2). This is because the miniature point covers the part of the indicator lamp not in the route mechanically set up. Typical control for these lock lamps LK has been disclosed in Fig. 5 by showing the control forGLK.

Suitable track occupancy indicating lamps TK are provided which have been given distinctive preceding numerals corresponding to the preceding numerals associated with the respective track relays by which they are controlled.

4designating the ends of routes.

At each traiiic or route determining point on this miniature track layout, corresponding to the point on the actual track layout Where signals are located, a suitable rotary control lever or route button designated by the letter reference characters EB and indicated as associated with the corresponding signals in the field by their preceding numerals which respectively correspond with the numbers of such signals. These rotary route buttons EB have been shown as having markers thereon which indicate the existing positions of the buttons, which buttons may be rotated to the right or to the left. These route buttons EB are also termed entrance buttons, as they are located at the entrance to their respective routes. Within the center of such route buttons (or knobs) are suitable indicator lamps SK which are stationary with respect to the rotatable knob and have located thereon arrows which indicate the direction of traiic which the associated signal governs. Although only the lamp proper of indicator IGISK has been shown in detail (see Fig. 5), it is to be understood that a similar lamp is included in each of the indicators illustrated as associated with the several entrance buttons EB. These indicators SK are illuminated when the corresponding signal is cleared in response to the rotation of the route button in a corresponding direction and the actuation of a completion or exit button XB for the opposite end of the route. The exit buttons XB are located on the panel usually adjacent entrance buttons, and are used by the operator for These exit buttons XB are preferably constructed so as to be of self-restoring push button type.

Located on the panel above the miniature track diagram representing the track layout, are suitable emergency svvitch levers SML which provide for the individual operation of their respective track switches under circumstances to be described in detail hereinafter. These emergency switch levers have been specifically shown as levers I SML, ZSML, 33ML, liSML, ESML and 55ML. Beneath these emergency switch levers are indicators l CL, 2CL, SCL, 4CL, ECL and SCL which are illuminated whenever the track switch is out of correspondence with its control, irrespective of `whether such control is accomplished by the entrance-exit buttons EB and XB or byY the individual emergency control levers SML. The indicators CL have opaque numbers on the indicator lens, which numbers are assigned to the respective switches so as to readily identify the switch levers;

Under normal conditions all of the indicating lamps on the panel are deenergized so as to present a normally dark panel to the operator in the preferred embodiment of the invention.

Each of the entrance buttons EB operates suitable contacts. More specifically, the entrance button SUEB operates cam 206 so as to close a circuit through the contacts 2ST and 208 when the button NEB is rotated to the right until its pointer is in a vertical position. This obvious circuit energizes the repeating relay 3BR, and it is to be understood that each entrance button similarly controls its repeating relay R which has been merely indicated in Figs. 3A, 3B and 3C.

It willbe apparent that, when an entrance button such as EGEB is employed to govern opposite directions, the rotation of such button to the right operates the cam 2H) to close contacts 220 andl22l, while the rotation of EQEB to the left closes contacts 222 and 223.

Closure of contacts 229 and 22| energizes relay SER, while closure of contacts 222 and 223 energizes relay WR.

It is of course to be understood that although rotary entrance buttons or knobs EB have been illustrated and contemplated in accordance with the embodiment of the present invention, that other suitable manually operable contact means might be employed, such as a three position snap switch or the like, and still be within the scope of the invention. Although repeater relays, such as 3ER for example, are preferably employed, all of the selections made on such relays may be made on contacts directly controlled by the entrance buttons EB.

The exit buttons XB are of the self-restoring push button type which, when depressed, actuate their contacts to circuit closing positions. This has been shown in Fig. 2 by connecting the exit button 30XB to spring biased contact ZEBS with a dotted line. Similarly, the exit buttons SUEXB and SSWXB are connected to their respective spring biased contacts 22d and 225 to indicate such a manual control. Although Fig. 2 shows only the contacts for the exit buttons just mentioned, it is to bevunderstood that similar contacts are associated with each of the exit buttons shown, and these contacts have been shown by push button symbols with the same reference characters in the Figs, 3A, 3B and 3C.

The preferable form of control panel employed with thepresent invention has been described above, but itn is to be understood that the princples of the present invention so far as the operation of the system is concerned may be employed with control panels of various tpyes and still be within the scope of the present. invention. For example, a track diagram with the indicators mentioned abovermight be located in an upright position along a wall while the control levers or buttons might.be mounted on an abbreviated track diagram located on a desk and made so as to be readily accessible to the operator. Such a separation of the control buttons and the indicators might also take another form Aby having the control buttons arranged in different levels for the different tracks along the lines of a typewriter key board. However, these forms, which show the flexibility of'thepresent system, do not appear to have the'desirability of the form shown,as Fig. 2 clearly illustrates the 4ease by which the operator may designate the passage of a train over a particular route and readily identify the indications of such route with the 4controls for such route by reason of the proximity of the control buttons and the indicators.

The control oiiice apparatus includes beside the control panel, various relays and circuits which set up the individual controls transmitted over line circuits to the eld location. What may be termed as the first step in the operation of the system following the actuation of an entrance button EB and an eXit button XB 'may be considered the route interlock between the various entrance and exit buttons, which has been described in detailin Figs. 3A, 3B and 3C of the accompanying drawings. Y

.Route circuits Figs. 3A, 3B and .ia-The sheets of drawing containing Figs. 3A and 3B should be placed end to end with the sheet containing Fig. BC placed below Fig. 3A as indicated in Fig. 13. These three iigures, when thus combined, show the route selecting circuits for the entrance and exit buttons shown in Fig, 2. In

Y lsuch route is cleared. These routes governed.

4these figures', the entrance buttons EB have been merely indicated by dotted lines as associated with their respective repeating relays R, so as to readily bring out the manual control of the repeating relays R and readily identify such operation with the entrance buttons shown in Fig. 2. Similarly the exit buttons of Fig. 2 have been shown symbolically as pushbuttons having the same reference characters 'as the exit buttons The detail functioning of the -circuits involved in the setting up of a route will of `course be considered in detail hereinafter, but 'it vis thought'advisable to point out at this time the various possible routes through thetrack layout so as to make apparent the significance assigned to the reference characters of the routerelays which provide the interlock in these Figs. 3A, `3B and SC. f

Y When an entrance button'EBhas been operated followed by the operation of an exit button XB, -a route relay is pickedup which controls the apparatusrindividual to that particular route and which prevents all other route relays of conflictingroutes from being energized by reason of its contacts includedV in the pick up circuits of all such coniiicting route relays. Each of these route relays is energized with a polarity in accordance with the direction of trac to be set up, all of which lvvillbe explained more in detail hereinafter, it being suflicient for thepresent to merely enumerate the route relays thus conlrolled andpoint out that these relays are preferably of the polar neutral type in which the neutral contacts are-pickeduponly while the relay is energized and the polar contacts remain in their last actuated positions. For convenience in consideration of the various routes and the enumeration of the route relays, the table Vgiven 'below gives the route relay designation and the points between which the traine may-pass when may be seen by reference to Figjl. Y e Y VThe route relays, enumerated above, govern the individual switch control relays Z which .causethe transmssiorip Controls wth@ field y in la manner `shown in detail in connection witheo thedrelay EZ for the track switch BTS in Fig. 5, il"r being understood that there is a relay Z vfor each track switch or crossover, such relays being shoWnin Fig. 4A together with thel circuit selectionsv on the route relaysby which they are The se relays Z control vthe individual 'switches as ,designated by their lpreceding numerals, and are oixthe usual polar-neutral type.

Each. relay has two windings s ok controlled that vtheneutral, contactsofthe relay are picked up ,enlywhen oneor the other of the windings of this relay is energized but such neutral contacts Y do not pick up when both windings are energized.

' IflieirM A 1 J'ola'1j- ,armatures remain in their Vlast actuated positions.

In Fig.

4A, the meters within' the snail-(1375 acca-25% 4rectangles E representthe contacts for the emergencylevers SM1 o'f Fig. 2. The details of such `control has been illustrated in Fig. 4B by the typical control for the relay GZ by lever GSML. It is to be noted that the emergency levers of Fig. 2 have been given the same preceding numerals to their reference characters as these dotted rectangles of Fig. 4A and such dotted rectangles are considered to represent and 'include a lever and its contacts such as shown in Fig. 4B;

The control ofce also includes a lock repeating relay LP for each track switch, 4which relay is associated with the respective Z relay for that switch (see Fig. 5 for typical relay LP).

The control of a track switch is accomplished by its relay Z overV a switchcontrol line circuit, which has been shown in Fig. 5 specically for the track switch BTS as including line wire 2 26 employed wth a common return line (CN) (not shown). It is to be understood that each of the track switches has a similar switch control circuit connecting its relay Z in the oice with its relay WZ in the field. Similarly, there isa switch positionindicating circuit for each of the track switches which controls va relay WPP in the central oiice Iso as to give the proper indications with respect to the track switches. This switch indication circuit has been shown in Fig.Y 5V as including line wire 221 in combination with the corni-non Vreturn line (CN) for controlling the relay 6WPP.

The rcontrol oiceequipnient includes a signal 'repeating reiayGR for each of the siguen which energizes or deenergizes `the signal indicator lamps SK in accordance with the condition of therespective signals. Each of the'serelays GR is controlled over a line circuit in accordance with the energi'zatio'n of its signal control relay `Cv at the field location. In Fig. 5, the relay I!! IGR for the indicator IDISK has been shown 'ascontrolled over the line wire 228 and the common return line (CN) by the relay HHG. The relays GR are of the neutral relay type.

is Ycleared over 'an individual control circuit.

The selections forsuch signal controls are shown in Fig. 6 as Agoverned. bythe route relays and selected through contacts of the switchpo'sition repeating relays WPP. The wires at the'right of Figi 6 connect vover suitablev line wires to the relays GZ of Figs. '7A and '7B'as indicated by the corresponding reference characters given to such wiresand as also indicated in Fig. 13 by the dotted line.

Such a line circuit control for a signal has been shown in Fig. 5 with respect to signal 1lill as includingulinefwire 239, so as to niake readily apparent A the manner in which leach of these signal. circuits connect up with their respective tion, it is vdesired to vprovide an interlock between such lcontrols in the field 'and the actual positions of the track switches in the iield, to-

gether with certain automat-ic controls, so that interl'o'cking .circuits are located adjacent the reld apparatus and `are specific-ally `shown 'in 'the Figs. 7A and 7B. 

